Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE relating to the side-impact resistance of motor vehicles and amending Directive 70/156/EEC
Date: 1994-12-13
Institutions: European Commission
Subjects: management techniques, motor vehicle, safety standard, testing, transport accident, transport safety

COMMISSION  OF THE  EUROPEAN  COMMUNITIES 

COM(94)  519 final 
Brussels,  13.12.1994 
94/0322  (COD) 

Proposal  for  a 
EUROPEAN  PARLIAMENT  AND  COUNCIL  DIRECTIVE 

relating  to the  side-impact  resistance  of  motor  vehicles 
and  amending  Directive  70/156/EEC 

(presented  by the  Commission) 

EXPLANATORY  MEMORANDUM 

1. 

SUMMARY 

This  proposal  is  aimed  at  reducing  the number  of  people  killed  or  seriously  injured  in  road 
accidents by the introduction  of new  standards for  the lateral  impact resistance  of  passenger 
cars 

Applicable to new vehicle types approved  after  a certain date, the proposal  sets out a new test 
procedure which when fully  implemented will more realistically  represent typical  side-impact 
accidents. 

The  proposal  incorporates  the  technical  prescriptions  developed  by  the  United  Nations 
Economic Commission for Europe, on the basis of experimental  research work carried  out by 
the  European  Experimental  Vehicles  Committee. 

2. 

BACKGROUND 

For some years the annual  average number of people killed in road accidents in the European 
Community  has  been  in  the  order  of  50 000,  witrrmore  than  1.5  million  casualties  and  in 
excess  of  0.5  million  hospital  admissions,  at  an  estimated  cost  of  around  70  billion  ecus. 
And, whilst human factors  are thought to be a major  contributor to such accidents, the design 
of the vehicle can  play  a significant  part  in  reducing  the likelihood  of an  accident  occurring 
(primary  safety)  and,  in  particular,  minimising  the  extent  of  injuries  to  occupants  and  road 
users if  an  accident  occurs  (secondary  safety). 

Research  has  shown  that  injuries  sustained  as  a  result  of  vehicle  side-impact  accidents 
represents the  second  most  significant  cause of  death  and  serious injury  after  frontal  impact 
accidents,  and that changes in the design  of passenger  car side  structures offers  considerable 
scope for casualty reduction.  (The Commission is in parallel preparing an equivalent proposal 
relating to  frontal  impact). 

This  Memorandum  therefore  sets  out  the  rationale  behind  the  Commission's  proposal  for  a 
new Council and Parliament directive relating to the side-impact resistance of motor vehicles. 

3.  EXISTING  LEGISLATIVE  SITUATION 

3.1  EC  Legislation 

The list  of  directives within  the framework  for  the type approval  of motor vehicles  includes 
a  number  of  safety  measures  which  are  aimed  at the  reduction  of  casualties  but,  at  present, 
the  only  one  which  specifically  relates  to  the  structural  crashworthiness  of  the  vehicle 
concerns the behaviour  of the vehicle in  a frontal  rather than  lateral  impact. 

3.2  American  Federal  Test  FMVSS214 

Passenger  cars conforming  to  US regulations  are required  to comply  with  a side-impact  test 
in  which  the  static  subject  vehicle  is  struck  by  an  object  which,  in  terms  of  mass  and 
approximate  frontal  form,  represents another vehicle.  Recognizing that in many  side-impact 
accidents both vehicles are in motion, the test calls for the trajectory  of the ïmpactor to form 
an  oblique angle with the principal  axis of the  struck vehicle.  The ground  clearance  of the 
barrier  is  279  mm.  The test  includes the  use of  instrumented  dummies  and  bio-mechanical 
pass/fail  criteria. 

This has led to vehicle side structures being reinforced  and stiffened  in order to comply with 
the test. 

4.  RELEVANT  RESEARCH  WORK 

The development  of  appropriate  side-impact  legislation  has been the subject  of  considerable 
research  activity  for  many  years:  in  particular,  the  ERGA  ad-hoc  group  (Evolution  of 
Regulations-Global  Approach-  Passive  Safety)  was established  by  the  Commission  in  1985 
with  a  remit  to  examine  areas  for  legislative  progress  to  improve  the  passive  safety  of 
vehicles.  The group made a number of proposals regarding a possible side-impact test which 
were  subsequently  developed  by  the UN ECE  in  Geneva. 

Also, the European Experimental  Vehicle Committee (EEVC) has, for some years, carried out 
research  into  a  number  of  areas  affecting  vehicle  safety(1).  In  particular,  work  has  been 
focussed  on  the  development  of  a  mobile,  deformable  barrier  side-impact  test  which  more 
realistically  reproduces  the  impact  damage  found  in  real  car-to-car  accidents. 

Based on extensive accident  research and a series of full-scale  tests, the Committee  proposed 
a test procedure which would provide a suitable level of protection for car occupants in side-
impact  accidents. 

Unlike  the  US  Federal  test,  the  proposed  European  standard  involves  a  perpendicular 
trajectory  of the  mobile barrier,  a  different  speed  and  the use of  a European  test  dummy  in 
preference  to  the  American  equivalent.  In  these  and  other  important  respects  the  European 
standard  has  diverged  from 
the  American  procedure,  making  harmonisation  of  test 
requirements  less  likely  in  this  particular  area.  This  reflects  fundamental  differences  in  the 
average  size and weight  of vehicles  in the two areas. 

5.  DEVELOPMENT  OF  LEGISLATION  BY  UN  ECE 

The work  of EEVC  in this area  of vehicle  safety  has been  brought  into the legislative  arena 
via  the  United  Nations  Economic  Commission  for  Europe  (Working  Group  29)  and  the 
Group  of  Experts  on Passive  Safety  (GRSP)  in  particular. 

(1) 

EEVC  brings  together  the  national  research  laboratories  of  Europe  and  forms  expert 
groups  to  reach  a  scientific  and  impartial  consensus  on what  can be  achieved,  how  to 
do it and what types of test procedures are needed.  It involves experts from  industry  to 
ensure that its recommendations  are fully  practical  in  relation  to  manufacturing. 

Unlike the development  of the Regulation  for frontal  impact, which was largely  based on the 
equivalent Federal  standard, the lateral  impact test requirements  and  ensuing regulation  took 
considerable  time  and  effort  to  prepare  since  there  was  no  direct  precedent.  Towards  the 
conclusion  of  the  work  certain  critical  elements  of  the  proposal,  which  had  not  previously 
been questioned  in the relevant working groups, became the focus of considerable discussion. 

(a)  Ground  clearance  of  the  mobile  barrier 

On the basis of examination  of vehicle front  end structures and damage caused to cars in real 
accident  situations,  the  height  of  the  lower  edge  of  the  mobile  barrier  was  set  initially  at 
300 mm,  in  line with  the  recommendation  of the ERGA group  in  1989. 

A barrier with this amount  of ground  clearance would, when  impacting the test vehicle, tend 
to  over-ride  the  sill  (the  bottom  section  of  the  door  frame,  normally  forming  part  of  the 
vehicle platform,  and  inherently  stiff)  and  require the  majority  of the energy  to be  absorbed 
by the door  structure. 

While  this  figure  initially  selected  for  the  ground  clearance  did  have  a  basis  in  research, 
industry  with  the  support  of  a  number  of  Member  States  argued  that  a  the  barrier  height 
should  be  nearer  200  mm.  This  figure  was  derived  from  an  examination  of  the  frontal 
structures of vehicles in current production and the contention that, during real car-to-car side-
impact accidents, the impacting vehicle is normally being braked, causing the front  to dip and 
therefore  result  in  a lower  impacting  point. 

A barrier  height  in  the  order  of  200  mm  would  mean  that  the  sill  of  the  impacted  vehicle 
would be engaged and absorb a considerable proportion of the energy, thus reducing the  effect 
upon  the door  structure. 

(b)  Viscous  criteria  for  the  test  dummy 

This is a measure of the force to which the thorax/abdomen  of the dummy is subjected  during 
the  test,  above  which  life-threatening  injury  to  internal  organs  is  likely  to  occur  in  real 
accidents. 

As  with  the  barrier  height,  there  was  a  conflict  between  industry  and  others  as  to  the 
stringency  of this  requirement. 

(c)  Position  of  front  seat  for  test  purposes 

The  text  of  the  emerging  Regulation  allowed  the  Test  Authority  to  select  a  different  seat 
position  for  the  approval  test  if,  in their  view,  it represented  a worse  case than  the  nominal 
mid-position. 

There was a concern that in testing in only  one position,  manufacturers  might be tempted  to 
provide  particular  protection  for  that  single  position  and  ignore  potentially  dangerous  door 
hardware which,  with  the  seat  in  a different  position,  might  result  in  a test  failure. 

For  manufacturers,  the  need  to  demonstrate  compliance  in  all  seating  positions,  and  be 
prepared  for  the  Test  Authority  to  select  any  one  of  those  positions,  represented  an 
unacceptable scenario where significant  amounts of additional  and costly development  testing 
would  be required  to ensure  a  satisfactory  performance  whatever  the chosen  position. 

EC Coordinated  Position  for  WP29 

At  the  Council  ("113")  Committee  meeting  to  agree  a  coordinated  position  between  the 
Member  States for the October  1993 meeting of WP29, Member  States were unable to agree 
a  common  position  on  the above  issues.  Since there  was no  possibility  of  agreement  of  the 
proposed  Regulation  in  Geneva  discussion  was therefore  postponed. 

At the  subsequent  Council  Coordination  meeting,  in  preparation  for  the March  1994 WP29, 
Member  States  were  faced  with  the  need  to  adopt  a  compromise  position  if  the  stalemate, 
which  was  preventing  the  Regulation  from  being  adopted,  was  to  be  avoided.  Since  an 
agreement  had to be reached,  Member  States adopted  the following  compromise position  on 
the three  criteria: 

(a)  Barrier  Height 
(b)  Viscous  Criteria 
(c)  Seat  Position 

260 mm; 
defer  adoption  of  set value  for  two years. 
agree  compromise  text,  meeting  industry  half-way. 

It was accepted,  on the issue of the barrier  height,  that  although  there  were no  experimental 
research  results to validate  a  ground  clearance  of  260  mm  (because  much  of  the  work  had 
been based  on the ERGA-recommended  height of 300 mm), it would  nevertheless  constitute 
a  step forward  by  introducing  for  the first time  crash  tests for  side-impact  and  would  entail 
design  changes to the  side structures  of vehicles. 

The  resulting  draft  Regulation  (TRANS/SC1/WP29/396)  was  adopted  by  WP29  in 
March  1994, on the basis of the coordinated  position  adopted by the EC, and will  come into 
force  once it  has been  approved  by  the  United  Nations  organisation  in  New  York. 

6.  LEGISLATIVE  APPROACH  PROPOSED  BY THE  COMMISSION 

Aware  of  the  considerable  divergence  in  view  over  the  key  parameters  of  the  test  standard 
to  be  required  in  the  proposed  legislation,  in  the  area  of  barrier  height  in  particular,  the 
Commission  considered  a number  of  criteria  in  reaching  a  conclusion: 

the need to maintain parity with UN ECE on technical prescriptions, particularly in view 
of the  anticipated  accession  of the Community  to the  1958  Agreement; 

the urgent  need  to introduce  a Directive  and  improve  safety  standards; 

its statutory obligation under Article  100(a) of the Treaty to propose measures consistent 
with  a high  level  of  safety. 

It was also of significance  that Member States had themselves reached a coordinated  position 
for the purposes of WP29 in Geneva; while this represents a different  administrative and legal 
situation,  it  nonetheless  has to be given  due  recognition. 

The  Commission  has  tiierefore  come  to  the  conclusion  that  the  besl  approach  is  to 
propose  technical  standards  that  match  those  recently  agreed  by  WP29  for  the 
corresponding  ECE  Regulation  but with a particular commitment to review the essential 
technical  requirements,  including  a  specific  increase  in  the  harrier  height,  after  two 
years. 

The rationale for  this approach,  in terms of the three  criteria  listed  above, is as  follows: 

A.  Parity  with  UN  ECE 

Given  the  on-going  discussions  with  respect  to  the  1958  Agreement,  the  Commission 
considers that to establish divergent technical  standards at this juncture would be inappropriate 
and  might  prejudice  the outcome of  the negotiations  aimed  at bringing the  ECE  and  the EC 
closer together 

B.  The  Urgent  Need  to  Introduce a  Directive 

Now  that  an  agreement  has  been  reached  in  Geneva,  the  Commission  believes  that  every 
effort  should  be made to  introduce  a corresponding  Directive  without  delay.  Changing  the 
technical  requirements  at  this  stage  would  result  in  further  discussions  and  could  well 
jeopardise  the progress  of the Directive  through  Council  and  Parliament. 

By proceeding  in effectively  two steps a Directive  can be quickly  adopted,  thus  establishing 
competence in this area,  allowing the requirements to be reviewed  in the light of  experience 
and further  research, and to be updated by the procedure for Adaptation to Technical Progress. 

C.  Obligation  to Propose  a High  Level  of  Safety 

The  technical  requirements  of  the  draft  Directive  represent  a  significant  advance  in  vehicle 
safety  legislation,  especially  since no side-impact  crashworthiness  standards  exist at  present. 

Rather  than  adopt  the  300  mm  barrier  height  immediately,  which  is  the  subject  of  intense 
controversy  as to whether  it does actually  represent  typical  car-to-car  side-impact  accidents, 
the  Commission  supports  the  introduction  of  the  260  mm  barrier  height,  as  agreed  by  the 
ECE,  as  an  interim  measure  and  proposes  to  introduce  300  mm  on  an  optional  basis  from 
1 January  1998, becoming  mandatory  from  1 October 2001. 

In order to recognize the significant  consequences that  such a standard  will  have for  vehicle 
manufacturers, the Commission has proposed that the date for the applicability  of the 300 mm 
barrier height to all new vehicles (as distinct from  new vehicle types)  should be subject to an 
assessment  of  the  operation  of  the Directive  to  date  and  the  industrial  feasibility  of  such  a 
measure.  The date of  1 October 2002 therefore  has been  made  subject  to the  submission  of 
a report  from  the  Commission  to the Council  and European  Parliament. 

7. 

EFFECT  UPON  INDUSTRY 

It  is  acknowledged  that  the  technical  requirements  of  the  proposed  Directive  are  such  that 
many  car  types  in  current  production  would  have  difficulty  in  complying,  especially  with 
regard  to  the  barrier.  However,  the  draft  Directive  will  only  apply  to  new  vehicle  types 
submitted for approval  after  1  October  1995 and will not apply to existing vehicle types until 
the year 2000. 

Whilst  the  effect  will  be to  necessitate  significant  changes to the  side  structure  of  vehicles, 
these  will  be  incorporated  at  the  design  stage  of  new  vehicles  and  therefore  minimise  any 
additional  cost. Indications are that, unlike the US legislation, vehicles will not have to be any 
heavier  in  order  to  comply. 

8.  CONCLUSION 

Recent  research  has indicated  that  an  annual  reduction  of  approximately  25  000  deaths  and 
serious injuries  could  be  achieved  by  improved  side-impact  protection. 

In  seeking  to  introduce  appropriate  measures to  improve the  side-impact  standards  for  new 
vehicle  types,  and  thus  reduce  occupant  injuries,  the  Commission  has  proposed  a  draft 
Directive  which  when  fully  implemented  will  significantly  affect  the  design  of  future 
passenger  cars in this respect. 

This  standard  is  well  within  the  capacity  of  vehicle  manufacturers  when  considering  new 
designs, and  should not result in additional  manufacturing  costs;  sufficient  lead time will  be 
provided  to  allow them  to  incorporate  the  requirements. 

Proposal  for a 
EUROPEAN  PARLIAMENT  AND COUNCIL  DIRECTIVE 

relating  to the  side-impact  resistance  of  motor  vehicles 
and  amending Directive  70/156/EEC 

THE EUROPEAN PARLIAMENT  AND THE  COUNCIL  OF  THE  EUROPEAN  UNION, 

Having  regard  to  the  Treaty  establishing  the  European  Community  and  in  particular  to 
Article  100a, 

Having  regard  to the proposal  from  the Commission(1), 

Having  regard  to the opinion  of the Economic  and  Social  Conimittee(2), 

Having regard to Council Directive 70/156/EEC of 6 February  1970 on the approximation  of 
the  laws  of  the  Member  States  relating  to  thé  type-approval  of  motor  vehicles  and  their 
trailers(3),  as  last  amended  by  Commission  Directive  93/81/EEC(4),  and  in  particular 
Article  13(4) thereof; 

Whereas  the  internal  market  comprises  an  area  without  internal  frontier  in  which  the  free 
movement  of  goods,  persons,  services  and  capital  must  be  ensured;  whereas  the  total 
harmonization  of  technical  requirements  for  motor  vehicles  is  necessary  in  order  to  fully 
achieve that  objective; 

Whereas in  order to reduce the number  of European  road  accident  casualties, it is  necessary 
to  introduce  legislative  measures  so  as  to  improve  the  vehicular  crash  worthiness  of 
motor  vehicles  so  far  as  practicable;  whereas  this  Directive  introduces  side-impact  test 
requirements^ including biomechanical criteria, to ensure that a reasonable level of side-impact 
resistance  is provided; 

Whereas  these requirements  should  be  regarded  as  an  interim  measure  and  will  need  to  be 
reviewed  in the light of  further  research  and  experience gained  during the first  two years of 
approval  tests  carried  out  in  accordance  with  this  Directive;  whereas  provision  should  be 
made to ensure a higher level  of  safety  in the future  by the establishment  of  more  stringent 
standards; 

Whereas this  Directive  will  be  one of  the  separate  directives, which  must be  complied  with 
in order to conform to the EEC type-approval procedure established by Directive 70/156/EEC; 
whereas, consequently,  the provisions laid down in Directive  70/156/EEC relating to vehicle 
systems, components and  separate technical  units apply  to this Directive; 

(,)  OJ No 
(2)  OJ  No 

(3) 

(4) 

O J N o L 4 2,  23.2.1970,  p.  1. 
OJ  No L  264, 23.10.1993, p.  49. 

Whereas  the  procedure  for  determining  the  reference  point  for  seating  positions  in 
motor vehicles is given in Annex  III to Council  Directive 77/649/EEC(5), as last amended by 
Commission  Directive 90/630/EEC(6), and consequently  it is not necessary to repeat it in this 
Directive;  whereas,  reference  should  be  made  to  Council  Directive  70/387/EEC(7), 
Directive  74/483/EEC(8), 
and 
Directive  76/115/EEC(10),  as last  amended  by  Commission  Directive  90/629/EEC(U),  and to 
ISO  Standard 6487:  1987; 

87/354/EEC(9), 

by  Directive 

amended 

last 

as 

Whereas the technical  requirements of this Directive are based on United Nations Economic 
Commission  for Europe document TRANS/SC1/WP29/396, 

HAVE ADOPTED THIS DIRECTIVE: 

Article 1 

For the purposes of this Directive,  "vehicle" shall  have the meaning given  to it in  Article 2 
of Directive 70/156/EEC. 

1.  No Member  State may,  on grounds relating to side-impact resistance: 

Article  2 

refuse,  in  respect  of  a type  of  vehicle,  to  grant  EEC  type-approval  or national 
type-approval,  or 

prohibit the registration,  sale or entry into service of  a vehicle, 

if it complies with the requirements of this Directive. 

2.  With effect  from  1 October  1995 Member States: 

shall  not  grant  EEC  type-approval 
Directive  70/156/EEC, and 

in  accordance  with  Article  4  of 

may refuse to grant national  type-approval, 

unless the vehicle type satisfies the requirements of this Directive. 

(5) 

(6) 

(7) 

(8) 

(9) 

(10) 

(ID 

OJNoL267,  19.10.1977,  p.  1. 
OJ No L 341, 6.12.1990,  p. 20. 
OJNoL  176,  10.8.1970, p.  5. 
OJ No L 266,  2.10.1974,  p. 4. 
OJ No L  192,  11.7.1987,  p. 43. 
OJNoL24,  30.1.1976,  p. 6. 
OJ No L 341, 6.12.1990,  p.  14. 

3. 

Paragraph  2 shall  not apply to vehicle types approved  before  1 October  1995 pursuant 
to  any  two  of  the  following  directives:  Directive  70/387/EEC  (latches  and  hinges), 
Directive  74/483/EEC  (exterior  projections)  and  Directive-76/115/EEC  (seat  belt 
anchorages)  and,  where  applicable,  subsequent  extensions to these  approvals. 

4.  With  effect  from  1  October  2000  Member  States  shall  consider  certificates  of 
conformity  which  accompany  new vehicles  in  accordance  with  Directive  70/156/EEC 
to  be  no  longer  valid  for  the  purposes  of  Article  7  (1)  of  that  Directive,  if  the 
requirements  of this Directive are not  fulfilled. 

Article  3 

Annex  IV to Directive  70/156/EEC is hereby  amended  as  follows: 

1. 

In Part  I, the following  item  is added: 

"54.  Side-impact  resistance 

95/.../EEC 

L...  X  - -  X 

2. 

In Part  II, the following  item  is  added: 

"54.  Side-impact  resistance 

..." 

Article  4 

1. 

2. 

3. 

In  the  framework  of  the  adaptation  of  this  Directive  to  technical  progress,  a  second 
stage shall be adopted by the Commission. It shall be based on a review of the technical 
criteria  and  in  particular  the  viscous  criteria,  front  seat  position  and  the  ground 
clearance  of  the  barrier.  The  review  criteria  will  include  inter  alia  accident  statistics, 
accident research data, full  scale car-to-car test results, experience gained from  approval 
tests and cost-benefit  considerations.  Notwithstanding the above, the ground  clearance 
of  the  barrier  shall  be  increased  to  300  mm,  unless  the  review  demonstrates  that  a 
different  barrier  height  would  provide  an equivalent  level  of  protection. 

This  second  stage  shall  be  applicable  at  the  request  of  manufacturers  on  an  optional 
basis from  1  January  1998 and shall be mandatory for new vehicle types approved  from 
1  October 2001. 

This  second  stage will  be  applicable to  all  new vehicles  from  1 October 2004,  subject 
to a report  from  the  Commission  to the European  Parliament  and  Council  to be  made 
no  later  than  1  October  2002  on  the  operation  of  the  Directive  and  the  industrial 
feasibility  of the above date. 

Article  5 

1.  Member States shall bring into force the laws, regulations and administrative provisions 
necessary  to  comply  with  this Directive  before  1 October  1995.  They  shall  forthwith 
inform  the Commission  thereof. 

10 

When  Member  States  adopt  these  provisions,  these  shall  contain  a  reference  to  this 
Directive  or  shall  be  accompanied  by  such  reference  at  the  time  of  their  official 
publication.  The  procedure  for  making  such  reference  shall  be  adopted  by 
Member  States. 

2.  Member  States  shall  communicate to the Commission  the texts of the main  provisions 

of  national  law which  they  adopt  in the field covered  by  this Directive. 

Article 6 

This Directive  shall  enter  into force  the twentieth  day following  that of its publication  in the 
Official  Journal  of  the European  Communities. 

This  Directive  is addressed  to the  Member  States. 

Article  7 

Done  at Brussels, 

For  the European  Parliament 
The  President 

For  the  Council 
The President 

11 

LIST OF ANNEXES 

ANNEX I  Administrative  Provisions for  Type-Approval 

1.  Application  for EEC Type-Approval 

2.  Granting of EEC Type-Approval 

3.  Amendments to approvals 

4.  Conformity  of production 

Appendix  1 :  Information  document 

Appendix 2:  Type-approval  certificate 

ANNEX  II  Technical  requirements 

1.  Scope 

2.  Definitions 

3.  Specifications  and Tests 

Appendix  1:  Collision test procedure 

Appendix 2:  Mobile dcformable  barrier  characteristics 

'  Appendix  3:  Technical  description of the side impact dummy 

Appendix 4:  Installation  of the side impact dummy 

Appendix 5:  Partial test 

Vr. 

1. 

1.1 

1.2 

1.3 

1.4 

2. 

2.1 

2.2 

2.3 

2.4 

3. 

3.1 

3.2 

3.3 

ANNEX I 

ADMINISTRATIVE  PROVISIONS  FOR  TYPE-APPROVAL 

APPLICATION  FOR EEC TYPE APPROVAL 

The  application  for  EEC  type-approval  pursuant  to  Article  3  (4)  of  Directive 
70/156/EEC  of  a  vehicle  type  with  regard  to  its  side-impact  protection  shall  be 
submitted  by the  manufacturer. 

A model for the information  document is given in Appendix  1. 

A vehicle  representative of the vehicle type to be approved  shall  be submitted  to the 
technical service responsible for conducting the type-approval tests. 

The manufacturer  shall be entitled to present any data and results of tests carried out 
which make it possible to establish that compliance with the requirements can be 
achieved with a sufficient  degree of confidence. 

GRANTING  OF EEC  TYPE-APPROVAL 

type-approval  pursuant 
If  the  relevant  requirements  are  satisfied,  EEC 
Article 4 (3) and, if applicable, 4 (4) of Directive 70/156/EEC  shall  be granted. 

to 

A model for the EEC type-approval  certificate  is given in Appendix 2. 

An  approval  number  in accordance  with  Annex  VII  to  Directive  70/156/EEC  shall 
be  assigned  to  each  type  of  vehicle  approved.  The  same  Member  State  shall  not 
assign the same number to another type of vehicle. 

In case of doubt, account shall be taken, when verifying  the compliance of the vehicle 
with the requirements of this Directive, of any data or test results provided by the 
manufacturer  which can be taken into consideration  in validating the approval test 
carried out by the approval  authority. 

MODIFICATION  OF THE TYPE AND AMENDMENTS  TO  APPROVALS 

In  the  case  of  amendments  to  approvals  granted  pursuant  to  this  Directive,  the 
provisions of Article 5 of Directive 70/156/EEC shall apply. 

Any  modification  of  the  vehicle  affecting  the  general  form  of  the  structure  of  the 
vehicle  or  any  variation  in  the  reference  mass  greater  than  8  %  which  in  the 
judgement  of the  authority  would  have  a  marked  influence  on  the  results  of  the  test 
shall require a repetition of the test as described  in Appendix  1  of Annex II. 

If  the  technical  service,  after  consultation  with  the  vehicle  manufacturer,  considers 
that  modifications  to a vehicle type are  insufficient  to warrant  a complete  retest then 
a  partial  test  may be used.  This would be the case  if the  reference  mass  is not more 
than  8  %  different  from  the  original  vehicle  or  the  number  of  front  seats  is 
unchanged.  Variations of seat  type or interior  fittings  need not automatically  entail a 
full  retest.  An  example  of  approach  to  this  problem  is  given  in  Appendix  5  of 
Annex II. 

13 

4. 

4.1 

CONFORMITY  OF  PRODUCTION 

As a general  rule, measures to ensure the conformity  of production  shall  be taken in 
accordance with the provisions  laid down in Article  10 of Directive 70/156/EEC. 

14 

ANNEX 1 

Appendix 1 

Information  docu ment No 

pursuant to Annex I of Council Directive 70/156/EEC 

relating to the EEC type-approval  of a vehicle with respect to 

side-impact  resistance 

The  following  information,  if  applicable,  must  be  supplied  in  triplicate  and  include  a  list  of 
contents.  Any drawings  must be supplied  in appropriate  scale and  in sufficient  detail  on size A4 
or on a folder of A4 format.  Photographs, if any, must show sufficient  detail. 

If  the  systems,  components  or  separate  technical  units  have  electronic  controls,  information 
concerning their performance  must be supplied. 

0 

0.1 

0.2 

0.3 

GENERAL 

Make (trade name of manufacturer): 

Type and general commercial description(s): 
Means of identification  of type, if marked on the vehicle(b): 

0.3.1 

Location of that marking: 

0.4 

0.5 

0.8 

Category of vehicle^: 

Name and address of  manufacturer: 

Address(es) of assembly plant(s): 

The item numbers and footnotes  used in this Information  Document correspond to those 
set out in Annex I to Directive 70/156/EEC. 

Items not relevant for the purposes of this Directive are omitted. 

15 

1. 

1.1 

1.6 

9. 

9.1 

9.2 

9.3 

GENERAL  CONSTRUCTION  CHARACTERISTICS  OF THE  VEHICLE 

Photographs and/or drawings of a representative vehicle: 

Position and arrangement of the engine : 

BODYWORK 

Type of bodywork : 

Materials used and methods of construction : 

Occupant doors, latches and hinges 

9.3.1 

Door configuration  and number of doors : 

9.3.1.1 

Dimensions, direction and maximum angle of opening : 

9.3.2 

9.3.3 

9.10 

Drawing of latches and hinges and of their position  in the doors : 

Technical description of latches and hinges : 

Interior  fittings 

9.10.3 

Seats 

9.10.3.1 

Number: 

9.10.3.2 

Position and arrangement : 

9.10.3.3  Mass : 

9.10.3.4 

Characteristics: description and drawing of 

9.10.3.4.1 

the seats and their anchorages : 

9.10.3.4.2 

the adjustment  system : 

9.10.3.4.3 

the displacement and locking systems : 

9.10.3.4.4 

the seat belt anchorages (if incorporated  in the seat structure) : 

Date, file 

16 

ANNEX 1 

Appendix 2 

MODEL 

(maximum format  : A4 (210 x 297 mm) 

EEC TYPE-APPROVAL  CERTIFICATE 

STAMP  OF 

ADMINISTRATION 

Communication concerning the 
-type-approval(,) 

- extension of type-approval  < ' > 
- refusal  of type-approval(,) 
- withdrawal of type-approval(,) 

of a type of vehicle/component/separate technical  unit( ,)  with  regard  to  Directive  ../.../EEC,  as 
last amended by Directive ../.../EEC W 

Type-approval Number 

Reason for extension 

SECTION  I 

0.1  Make (trade name of manufacturer): 

0.2 

Type and general commercial dcscription(s): 

0.3  Means  of  identification  of  type,  if  marked  on  the  vehicle/component/separate  technical 

unit OX2* 

0.3.1  Location of that marking: 
Category of vehicle (3>: 

0.4 

0.5 

0.7 

Name and address of  manufacturer: 

In the case of components and separate technical units, location and method of affixing  of 
the EEC type-approval mark: 

0.8 

Address(es) of assembly plant(s): 

(1)  Delete where not applicable. 

(2)  If the means of identification  of type contains  characters  not  relevant  to a  description  of the 
vehicle, component  or separate technical  unit types covered  by this type-approval  certificate, 
such  characters  shall  be  represented  in  the  documentation  by  the  symbol  "?"  (e.g. 
ABC??I23???). 

(3)  As defined  in Annex II A to Directive 70/156/EEC. 

17 

SECTION  II 

1 

Additional  information  (where applicable) (see Addendum) 

2 

3 

4 

5 

6 

7 

8 

9 

1 

1.1 

1.2 

1.3 

1.4 

1.5 

1.6 

2 

5 

Technical  service responsible for carrying out the tests: 

Date of test report: 

Number of test report: 

Remarks (if any) (see Addendum) 

Place: 

Date: 

Signature: 

The index to the  information  package  lodged  with  the approval  authority,  which  may be 
obtained on request, is attached. 

ADDENDUM 

to EEC type-approval  certificate  no 

concerning the type-approval  of a vehicle with regard, to 

Directive  /  /EEC. 

Additional  information 

Brief  description  of  the  vehicle  type  as  regards  its  stnicture,  dimensions,  lines  and 
constituent materials : 

Description of the protective system  installed  in the vehicle : 

Description of the interior arrangements or fittings  that might affect  the tests : 
Location of engine : forward  / rear / central(l) 
Drive : front-wheel  : rear-wheel( '  > 

Mass of vehicle submitted for testing-

Front axle : 

Rear axle  : 

Total 

• 

• 

Type of barrier used in approval  test: 

Remarks  : (eg. valid for left-hand  drive and right-hand drive vehicles) 

18 

ANNEX  II 

TECHNICAL  REQUIREMENTS 

SCOPE 

This  Directive  applies  to  the  lateral  impact  behaviour  of  the  structure  of  the 
passenger  compartment  of  Mi  and  Ni  categories  of  vehicles  where  the  R  - point  of 
the lowest seat is not more than 700 mm from  ground level when the vehicle is in the 
condition  corresponding  to  the  reference  mass  defined  in  Paragraph  2.10  of  this 
Directive, with the exception  of multi-stage build vehicles produced  in quantities  not 
exceeding those fixed for a small series. 

2. 

DEFINITIONS 

For the purposes of this Directive: 

2.1 

2.2 

2.2.1 

2.2.2 

2.2.3 

"Approval  of  a  vehicle"  means  the  approval  of  a  vehicle  type  with  regard  to  the 
behaviour of the structure of the passenger compartment  in a lateral  impact; 

"Vehicle type" means a category of power-driven  vehicles which do not differ  in such 
essential  respects as: 

the  length,  width  and  ground  clearance  of  the  vehicle,  in  so  far  as  they  have  a 
negative effect  on the performance  prescribed  in this Directive; 

the  structure,  dimensions,  lines  and  materials  of  the  side  walls  of  the  passenger 
compartment  in so far  as  they have a  negative  effect  on  the  performance  prescribed 
in this Directive; 

the  lines  and  inside  dimensions  of  the  passenger  compartment  and  the  type  of 
protective  systems,  in  so  far  as  they  have  a  negative  effect  on  the  performance 
prescribed in this Directive; 

2.2.4 

the siting of the engine (front,  rear or centre); 

2.2.5 

2.2.6 

2.2.7 

the unladen mass, in so far as there is a negative effect  on the performance  prescribed 
in this Directive; 

the optional  arrangements  or  interior  fittings  in so far  as  they  have a  negative  effect 
on the performance  prescribed  in this Directive; 

the type of front  seat(s) and position of the R - point  in so far  as they have a negative 
effect  on the performance  prescribed  in this Directive; 

19 

2.3 

2.4 

"Passenger compartment" means the space for occupant accommodation,  bounded by 
the roof, floor,  side walls, doors, outside glazing and  front  bulkhead  and the plane of 
the rear compartment bulkhead or the plane of the rear-seat back support; 

"R  point"  or  "seating  reference  point"  means  the  reference  point  specified  by  the 
vehicle manufacturer  which: 

2.4.1 

has coordinates determined in relation to the vehicle structure; 

2.4.2 

corresponds to the theoretical  position of the point of torso/thighs  rotation  (H point) 
for the lowest and most reanvard  normal  driving position  or position  of use given by 
the vehicle manufacturer  for each seating position  specified; 

2.5 

2.6 

2.7 

2.8 

2.9 

2.10 

2.11 

2.12 

2.13 

2.14 

2.15 

"H point" is as established  by Directive 77/649/EEC; 

"Capacity  of  the  fuel  tank"  means  the  fuel  tank  capacity  as  specified  by  the 
manufacturer  of the vehicle; 

"Transverse  plane"  means  a  vertical  plane  perpendicular  to  the  median  longitudinal 
vertical  plane of the vehicle; 

"Protective system" means devices intended to restrain and/or protect the occupants; 

"Type  of  protective  system"  means  a  category  of  protective  devices  which  do  not 
differ  in such essential  respects as their: 

technology, 
geometry or 
constituent materials; 

"Reference  mass"  means  the  unladen  mass  of  the  vehicle  increased  by  a  mass  of 
100 kg (that is the mass of the side impact dummy and its instrumentation); 

"Unladen  mass"  means  the  mass  of  the  vehicle  in  running  order  without  driver, 
passengers  or  load, but with  the fuel  tank  filled  to 90% of its capacity  and  the usual 
set of tools and spare wheel on board, where applicable; 

"Mobile  dcformable  barrier"  means  the  apparatus  with  which  the  test  vehicle  is 
impacted.  It consists of a trolley and an  impactor; 

"Impactor"  means  a  crushable  section  mounted  on  the  front  of  mobile  deformable 
barrier; 

"Trolley" means a wheeled frame  free  to travel along its longitudinal  axis at the point 
of impact.  Its front  part supports the impactor. 

"Multi-stage  build"  means  the  procedure  whereby  two  or  more  manufacturers 
separately and sequentially participate in the construction of a vehicle. 

20 

3. 

3.1 

3.1.1 

3.1.1.1 

3.1.1.2 

3.1.2 

3.1.3 

SPECIFICATIONS  AND  TESTS 

The  vehicle  shall  undergo  a  test  in accordance  with  Appendix  1 to this  Annex. 

The  test  will  be  carried  out  on  the  driver's  side  unless  asymmetric  side  structures,  if 
any,  are  so different  as  to  affect  the  performance  in  a  side  impact.  In that  case  either 
of  the  alternatives  in  Paragraph  3.1.1.1  or  3.1.1.2  may  be  used  by  agreement 
between  the  manufacturer  and  test  authority. 

The  manufacturer  will  provide 
for  approval  with 
the  authority 
information  regarding  the  compatibility  of  performances  in  comparison  with  the 
driver's  side when  the test  is being carried  out on that  side. 

responsible 

The  approval  authority,  if concerned  as  to the  construction  of the  vehicle,  will  decide 
to  have  the  test  performed  on  the  side  opposite  the  driver,  this  being  considered  the 
least  favourable. 

The  Test  Authority,  after  consultation  with  the  manufacturer,  may  require  the  test  to 
be  carried  out  with  the  seat  in  a  position  other  than  the  one  indicated  in  Paragraph 

.  5.5.1  of Appendix  l.O 

The  result  of  this  test  shall  be  considered  satisfactory  if  the  conditions  set  out  in 
Paragraphs  3.2.  and  3.3.  below  are  satisfied. 

3.2. 

Performance  criteria 

3.2.1 

3.2.1.1 

The  performance  criteria,  as  determined  for  the  impact  test  in  accordance  with  the 
Addendum  to Appendix  1 to this  Annex  shall  meet  the following  conditions: 

the head  performance  criterion  (HPC)  shall  be  less  than  or  equal  to  1000;  when  there 
is  no  head  contact,  then  the  HPC  shall  not  be  measured  or  calculated  but  recorded  as 
"No Head  Contact." 

3.2.1.2 

the thorax  performance  criteria  shall  be: 

(a) 
(b) 

Rib  Deflection  Criterion  (RDC)  less  than  or equal  to 42  mm; 
Soft  Tissue  Criterion  (VC)  less or  equal  to  1.0 m/s. 

For  a  transitional  period  of  two  years  after  the  date  shown  in  Article  2  §  2  of  this 
Directive  the  VC  value  is  not  a  pass/fail  criterion  for  the  approval  testing,  but  this 
value  has  to  be  recorded  in  the  test  report  and  to  be  collected  by  the  approval 
authorities.  After  this  transitional  period,  the  VC  value  of  1.0  m/s  shall  apply  as  a 
pass/fail  criterion  unless  or  until  an  alternative  value  is  approved  by  the  Committee 
for  Adaptation  to Technical  Progress. 

3.2.1.3 

the  pelvis  performance  criterion  shall  be: 

Pubic  Symphysis  Peak  Force  (PSPF)  less than  or  equal  to  6  kN. 

(*) 

Until  30 September  1998, for  the purposes of the test  requirements, the range of normal 
longitudinal  adjustments  shall  be limited  such that  the H-point  lies within  the  length of the 
door aperture. 

21 

3.2.1.4 

the abdomen performance  criterion  shall be: 

Abdominal  Peak  Force (APF)  less than  or equal  to 2.5  kN  internal  force  (equivalent 
to external force of 4.5 kN). 

3.3 

Particular  requirements 

3.3.1 

No door shall open during the test. 

3.3.2 

After  the impact, it shall be possible without the use of tools to: 

3.3.2.1 

open a sufficient  number  of doors  provided  for  normal  entry  and  exit  of  passengers, 
and if necessary tilt the seat backs or seats, to allow evacuation of all occupants; 

3.3.2.2 

release the dummy from  the protective system; 

3.3.2.3 

remove the dummy from  the vehicle; 

3.3.3 

3.3.4 

3.3.5 

no interior device or component shall become detached  in such a way as noticeably to 
increase the risk of injury  from  sharp projections or jagged edges; 

ruptures, resulting from  permanent deformation  are acceptable,  provided these do not 
increase the risk of injur)/; 

installation  after  the 
if  there  is  continuous  leakage  of  liquid  from  the  fuel-feed 
collision,  the  rate  of  leakage  shall  not  exceed  5  x  1()"4 kg/s;  if  the  liquid  from  the 
fuel-feed  system  mixes  with  liquids  from  the  other  systems  and  the  various  liquids 
cannot easily  be separated  and  identified,  all  the  liquids  collected  shall  be taken  into 
account  in evaluating the continuous leakage. 

22 

Appendix 1 

IMPACT TEST  PROCEDURE 

1. 

1.1 

INSTALLATIONS 

Testing ground 

The  test  area  shall  be  large  enough  to  accommodate  the  mobile  deformable  barrier 
propulsion  system  and  to  permit  after-impact  displacement  of  the  vehicle  impacted 
and  installation  of  the  test  equipment.  The  part  in  which  vehicle  impact  and 
displacement  occur  shall  be  horizontal,  flat  and  uncontaminated,  and  representative 
of a normal, dry, uncontaminated  road  surface. 

2. 

2.1 

2.2 

2.3 

2.4 

2.5 

2.6 

TEST  CONDITIONS 

The vehicle to be tested shall  be stationary. 

The mobile deformable  barrier shall have the characteristics  set out  in Appendix  2 to 
Annex  II.  Requirements  for  the  examination  are  given  in  the  Addendum  to 
Appendix 2.  The mobile dcformable  barrier  shall  be equipped  with  a suitable device 
to prevent a second impact on the struck  vehicle. 

The  trajectoiy  of  the  mobile  deformable  barrier  longitudinal  median  vertical  plane 
shall  be  perpendicular  to  the  longitudinal  median  vertical  plane  of  the  impacted 
vehicle. 

The  longitudinal  vertical  median  plane  of  the  mobile  deformable  barrier  shall  be 
coincident  within  ±  25  mm  with  a  transverse  vertical  plane  passing  through  the  R 
point of the front  seat adjacent  to the struck  side of the tested  vehicle.  The horizontal 
median  plane  limited  by  the external  lateral  vertical  planes  of the  front  face  shall  be 
at the moment of impact within two planes determined  before the test and situated  25 
mm above and below the previously defined  plane. 

Instrumentation  shall  comply  with  ISO  6487:1987  unless  otherwise  specified  in this 
Directive. 

The stabilised  temperature  of the test dummy at  the time of the side  impact  test  shall 
be22±4°C. 

23 

3. 

TEST SPEED 

Mobile deformable  barrier speed at the moment of impact shall be 50 ±  1  km/h.  This 
speed  shall  be  stabilised  at  least  0.5  m  before  impact.  Accuracy  of  measurement: 
1 %.  However,  if the test  was  performed  at  a  higher  impact  speed  and  the  vehicle 
met the requirements, the test shall be considered  satisfactory. 

4. 

4.1 

STATE OF THE VEHICLE 

General  specification 

The test  vehicle shall  be  representative  of the series  production,  shall  include all  the 
equipment  normally  fitted  and  shall  be  in  normal  running  order.  Some  components 
may be omitted  or replaced  by equivalent  masses  where this omission  or  substitution 
clearly has no effect  on the results of the test. 

4.2 

Vehicle equipment  specification 

The test vehicle shall  have all the optional  arrangements or fittings  likely to  influence 
the results of the test. 

4.3 

Mass of the vehicle 

4.3.1 

4.3.2 

4.3.3 

4.3.4 

4.3.5 

5. 

5.1 

5.2 

5.3 

The vehicle to be tested shall have the reference  mass as defined  in Paragraph  2.10 of 
Annex II to this Directive.  The mass of the vehicle shall  be adjusted  to ±  1 % of the 
reference mass. 

The fuel  tank shall  be filled  with water to a mass equal  to 90 % of the mass of a  full 
load of fuel  as specified  by the  manufacturer. 

All the  other  systems  (brake,  cooling,  etc.)  may  be empty;  in  this  case,  the  mass  of 
the liquids shall be  offset. 

If  the  mass  of  the  measuring  apparatus  on  board  of  the  vehicle  exceeds  the  25  kg 
allowed, it may be offset  by reductions which  have no noticeable effect  on the results 
of the test. 

The  mass  of the  measuring  apparatus  shall  not  change  each  axle  reference  load  by 
more than 5 %, each variation not exceeding 20 kg. 

PREPARATION  OF THE VEHICLE 

The side windows at least on the struck side shall be closed. 

The doors shall be closed, but not locked. 

The transmission  shall be placed  in neutral and the parking brake disengaged. 

24 

5.4 

5.5 

5.5.1 

5.5.2 

5.5.3 

5.5.4 

5.6 

5.7 

5.8 

5.9 

5.10 

The  comfort  adjustments  of  the  seats,  if  any,  shall  be  adjusted  to  the  position 
specified  by the vehicle  manufacturer. 

The seat  containing  the dummy, and  its elements,  if adjustable,  shall  be adjusted  as 
follows: 

The longitudinal  adjustment  device shall be placed with the locking device engaged in 
the position that is nearest to midway between the foremost  and rearmost positions; if 
this position  is between two notches, the rearmost notch shall be used. 

The head  restraint  shall  be adjusted  such  that  its top  surface  is  level  with  the  centre 
of gravity  of the dummy's head;  if this  is not  possible,  the head  restraint  shall  be in 
the uppermost  position. 

Unless otherwise  specified  by the manufacturer,  the seat-back  shall  be set  such  that 
the torso reference  line of the three-dimensional  H point  machine is set at an angle of 
25 ±  1° towards the rear. 

All  other  seat  adjustments  shall  be  at  the  mid-point  of  available  travel;  however, 
height  adjustment  shall  be  at  the  position  corresponding  to  the  fixed  seat,  if  the 
vehicle type  is available with  adjustable  and  fixed  seats.  If locking positions are not 
available  at  the  respective  mid-points  of  travel,  the  positions  immediately  rearward, 
down, or outboard  of the mid-points  shall  be.used.  For  rotational  adjustments  (tilt), 
rearward  will  be  the  adjustment  direction  which  moves  the  head  of  the  dummy 
rearwards.  If the dummy  protrudes  outside  the  normal  passenger  volume,  e.g.  head 
into  roof  lining,  then  10 mm  clearance  will  be  provided  using: 
secondary 
adjustments,  seat back angle, or fore-aft  adjustment  in that order. 

Unless  otherwise  specified  by  the  manufacturer,  the  other  front  seats  shall,  if 
possible, be adjusted  to the same position as the seat containing the dummy. 

If the  steering  wheel  is adjustable,  all  adjustments  are  positioned  to  their  mid-travel 
locations. 

Tyres shall  be inflated  to the pressure specified  by the vehicle  manufacturer. 

The test vehicle shall  be set horizontal  about  its roll axis and  maintained  by  supports 
in  that  position  until  the  side  impact  dummy  is  in  place  and  after  all  preparatory 
work is complete. 

The  vehicle  shall  be at  its  normal  attitude corresponding  to the conditions  set  out  in 
Paragraph  4.3. above.  Vehicles  with  suspension  enabling  their  ground  clearance  to 
be adjusted  shall  be tested  under the  normal  conditions  of  use at  50  km/h  as  defined 
by the vehicle  manufacturer.  This  shall  be assured  by means  of additional  supports, 
if necessary,  but such  supports  shall  have no influence  on the crash  behaviour  of the 
test vehicle during the impact. 

25 

6, 

6.1 

6.2 

6.3 

•7. 

7.1 

SIDE  IMPACT  DUMMY  AND  IIS  INSTALLATION 

The  side  impact  dummy  shall  comply  with  the specifications  given  in Appendix  3 and 
be  installed  in  the  front  seat  on  the  impact  side  according  to  the  procedure  given  in 
Appendix  4  to this Annex, 

The  safety-belts  or  other  restraint  systems,  which  are  specified  for  the  vehicle,  shall 
be  used.  Belts  should  be of  an  approved  type,  conforming  to  Directive  77/541/EEC 
and  mounted  on anchorages  conforming  to  Directive  76/115/EEC. 

The  safety-belt  or  restraint  system  shall  be  adjusted  to  fit  the  dummy  in  accordance 
with  the  manufacturer's  instructions;  if  there  are  no  manufacturer's  instructions,  the 
height  adjustment  if  provided  shall  be  set  at  middle  position;  if  this  position  is  not 
available,  the position  immediately  below  shall  be used. 

MEASUREMENTS  TO  BE MADE ON THE  SIDE  IMPACT  DUMMY 

The  readings  of the following  measuring  devices  are to be  recorded. 

7.1.1 

Measurements  in the head  of the  dummy 

The  resultant  triaxial  acceleration  referring  to  the  head  centre  of  gravity.  The  head 
channel  instrumentation  shall  comply  with  ISO 6487:1987  with: 

CFC:  1000 Hz, and 
CAC:  150 g 

7.1.2 

Measurements  in the thorax  of the dummy 

The  three  thorax  rib deflection  channels  shall  comply  with  ISO  o487: ll)87 

CFC:  1000  Hz 
CAC:  60 mm 

. 

• 

• 

7.1.3 

Measurements  in the pelvis of the dummy 

The  pelvis  force  channel  shall  comply  with  ISO  6487:1987 

CFC:  1000 Hz 
CAC:  15 kN 

7.1.4 

Measurements  in the abdomen  of the dummy 

The abdomen  force  channels  shall  comply  with  ISO  6487:1987 

CFC:  1000  Hz 
CAC:  5 kN 

26 

Appendix  I - Addendum I 

DETERMINATION  OF  PERFORMANCE  DATA 

The  required  results of the tests are  specified  in  Paragraph  3.2.  of Annex  II. 

HEAD  PERFORMANCE  CRITERION  (HPC) 

When  head  contact  takes  place,  this  performance  criterion  is  calculated  for  the  total 
duration  between  the  initial  contact  and  the last  instant  of the final  contact. 

HPC  is the maximum  value of the expression: 

(/> 

/ •)  -, 

r  \a.dl 

2.5 

where  </  is  the  resultant  acceleration  at  the  centre  of  gravity  o\'  (he  head  (m/s') 
divided  by  9.81  recorded  versus  time  and  filtered  at  channel  frequency  class 
1000 Hz;  t]  and  t2 are  any  two  times  between  the  initial  contact  and  the  last  instant 
of the final  contact. 

2. 

2.1. 

2.2. 

THORAX  PERFORMANCE  CRITERIA 

Chest  deflection: 
the  peak  chest  deflection  is  the  maximum  value  of  deflection  on 
any  rib  as  determined  by  the  thorax  displacement  transducers,  filtered  at  channel 
frequency  class  180 Hz. 

Viscous  criterion:  the peak  viscous  response  is the maximum  value  of  VC  on any  rib 
which  is calculated  from  the instantaneous product  of the relative thorax  compression 
related  to the half  thorax  and  the  velocity  of compression  derived  bv differentiation  o( 
the compression,  filtered  at  channel  frequency  class  180 11/..  For  the  purposes  of  this 
calculation  the standard  width  of the half thorax  rib cage  is  140 mm 

VC =  MAX 

I) 

0.140 

ill) 

dl 

where  D (m) = rib  deflection 

The calculation  algorithm  to  be used  is set  out  in Addendum-2  of this  Appendix 

27 

ABDOMEN  PROTECTION  CRITERION. 

The  peak  abdominal  force  is  the  maximum  value  of  the  sum  of  the  three  forces 
measured  by transducers  mounted  39 mm below the surface  on the crash  side, CFC 
600 Hz. 

PELVIS PERFORMANCE CRITERION 

The pubic  symphisis  peak  force  (PSPF)  is the  maximum  force  measured  by a  load 
cell at the pubic symphysis of the pelvis, filtered at channel frequency  class 600 Hz. 

28 

Appendix  1  -Addendum 2 

(Reserved for  introduction  of a calculation algorithm of the Viscous Criterion) 

29 

31 

Appendix 2 

MOBILE DEFORMABLE  BARRIER  CHARACTERISTICS 

1. 

1.1 

1.2 

1.3 

1.4 

1.5 

2. 

2.1. 

2.1.1 

CHARACTERISTICS  OF THE BARRIER 

The total mass shall be 950 ± 20 kg. 

The front  and rear track width of the trolley shall be  1500 ±  10 mm. 

The wheel base of the trolley shall be 3000 ±  10 mm. 

The centre of gravity shall be situated  in the longitudinal  median vertical  plane within 
10 mm,  1,000  ± 30 mm behind the front  axle and 500 ± 30 mm above the ground. 

The distance  between the front  face  of the  impactor  and  the  centre  of gravity  of the 
barrier shall be 2000 ± 30 mm. 

CHARACTERISTICS  OF THE  IMPACTOR 

Geometrical  characteristics 

The  impactor  consists  of  six  independent  joined  parts  whose  forms,  sizes  and 
positioning are shown in figure  1. 

2.1.2 

The deformable  impact zone shall be  1500 ±  10 mm wide and 500 ± 5 mm high. 

2.1.3 

2.1.4 

The  ground  clearance  of  the  collision  zone  shall  be  260  mm  ±  5  mm  measured  in 
static condition  before  impact, subject  to the provisions of Article 4 of this Directive. 

There shall  be six deformable  elements, divided  into two rows of three elements.  All 
the  elements  shall  have  the  same  width  (500  ±  5 mm)  and  the  same  height  (250 ± 
3 mm); the  elements  of  the  upper  row  shall  be  440  ±  5  mm  deep  and  those  of  the 
lower row 500 ± 5 mm deep. 

2.2 

Material  characteristics 

The material ôf the impactor must be an aluminium  honeycomb.  Other materials can 
be  used  if  equal  results  as  described  in  Paragraph  2.3.  have  been  proved  to  the 
In  any  case  the  type  of  impactor  must  be 
satisfaction  of  the  Technical  Service. 
indicated  in the test report. 

30 

2.3. 

Deformation  characteristics 

2.3.1 

2.3.1.1 

2.3.1.2 

2.3.1.3 

Deviation  from  the  limits  of the force-deflection  corridors  characterising  the  rigidity 
of the  impactor  - as  defined  in  this  Appendix,  Figure  2  -  may  be  allowed  provided 
that: 

the deviation  occurs  after  the beginning  of the  impact  and  before  the deformation  of 
the impactor is equal to  150 mm; 

the deviation  does  not exceed  50  % of the nearest  instantaneous  prescribed  limit  of 
the corridor; 

each  displacement  corresponding  to  each  deviation  does  not  exceed  35  mm  of  the 
deflection,  and the sum of these displacements does not exceed  70 mm (see Figure 2) 
and 

2.3.1.4 

the  sum  of  the  energy  derived  from  deviating  outside  the  corridor  does  not  exceed 
5 % of the gross energy for that block. 

2.3.2 

2.3.3 

2.3.4 

2.3.5 

2.3.6 

2.3.7 

2.3.8 

2.3.9 

Parts  1 and  3 are  identical.  Their  rigidity  is  such  that  their  force-deflection  curves 
fall within the hatched area of Figure 2. Graph 2a. 

Parts  5 and  6 are  identical.  Their  rigidity  is  such  that  their  force-deflection  curves 
fall within the hatched area of Figure 2. Graph 2d. 

The  rigidity  of  Part  2 is  such  that  its  force-deflection  curve  falls  within  the  hatched 
area of Figure 2, Graph 2b. 

The  rigidity  of Part  4  is such  that  its  force-deflection  curve  falls  within  the hatched 
area of Figure 2, Graph 2c. 

The  force-deflection  of the  impactor  as a  whole shall  fall  within  the  hatched  area of 
Figure 2, Graph 2e. 

The force-deflection  curves shall be verified  by a test detailed  in the addendum  to this 
appendix, consisting of an impact of the assembly against a dynamo metric barrier at 
35 ± 2 km/h. 

The dissipated energy*1.) against  parts  I and 3 during the test shall  be equal to  10 ± 2 
kJ for each of these parts. 

The dissipated energy against parts 5 and 6 shall be equal to 3.5 ±  I kJ for each of 
these parts. 

2.3.10 

The dissipated energy against part 4 shall be equal to 4 ±  1  kJ. 

2.3.11 

The dissipated energy against part 2 shall be equal to  14 ± 2 kJ. 

2.3.12 

The total dissipated energy during the impact shall be equal to 45 ± 5 kJ. 

(1) 

The  amounts  of  energy  indicated  are  the  amounts  of  energy  dissipated  by  the  system 
when the extent to which the impactor  is crushed  is greatest. 

31 

2.3.13 

Impactor deformation  measured after  the test at level B (Figure  1) shall be equal to 
330 ± 20 mm. 

Figure 

Design of the mobile deformable  barrier  impactor 

500 

500  . 500  . 500 

760 

250 

250 

260 

SECTION A-A 

fc-

GROUND LEVEL 

32 

Figure 2 

Force-deflection  curves 

F(kNJ 

60 

40 

20 

0 

B 

^ 

f 

d 
A  0  10 
B  30  58 
C  30  43 
D  3  0 

sr 

D  10 

20 

30 

40  DEFLECTION  cm 

BLOCK  U3 

d 

f 

G  0  10 
H  16  70 
I  16  50 
J  3  0 

J 

10 

20 

30 

40  DEFLECTION  cm 

BLOCK  2 

F(kN) 

60 

40 

20 

0 

f 

d 
5 
30 

28.5 
M  30  18.5 
N  8  0 

10 

20 

BLOCK  4 

40  DEFLECTION  cm 

33 

Figure  1  (continued) 

F|kN) 

60 

40 

20 

0 

d 
f 
P  5  5 
Q  30  25.5 
R  30  15.5 
S  8  0 

10 

20 

30 

40  DEFLECTION  cm 

BLOCKS  5&6 

F(kN] 

60 

40 

20 

%S 

S* 

UL^-T 

10 

20 

30 

BLOCKS  TOTAL 

d 
T  0 
U  16 
V  30 
W  30 
X  16 
Y  3 

f 
25 
165 
255 
205 
115 
0 

40  DEFLECTION  cm 

Note:  During  the verification  test,  the  loads  measured  on  parts  I  and  3 and  on  parts  5  and  6 

respectively shall not differ  by more than  10 per cent for a given  deflection. 

34 

Appendix  2 - Addendum 

EXAMINATION  OF THE MOBILE  DEFORMABLE  BARRIER 

SCOPE 

This addendum contains a prescription  for  the examination  of the mobile  deformable 
barrier.  The test  authority  is responsible  for  the  mobile  deformable  barrier  meeting 
the specifications  using a test against a dynamometric wall  supported  by a fixed rigid 
barrier. 

2. 

2.1 

INSTALLATION 

Testing ground 

The  test  area  shall  be  large  enough  to accommodate  the  run-up  track  of  the  mobile 
•  deformable  barrier,  the  rigid  barrier  and  the  technical  equipment  necessary  for  the 
test.  The  last  part  of  the  track,  for  at  least  5  m  before  the  rigid  barrier,  shall  be 
horizontal, flat and smooth. 

2.2 

Fixed rigid barrier and dynamometric wall 

2.2.1 

The  rigid  barrier  shall  consist  of  a  block  of  reinforced  concrete  not  less  than  3 m 
wide in front  and not less than  1.5 m high.  The thickness of the rigid barrier shall be 
such that  it weighs at  least 70 tonnes.  The front  face  shall  be vertical,  perpendicular 
to the axis  of the  run-up  track  and  covered  with  load  cells  capable of measuring  the 
total  load  on  each  part  of  the  mobile deformable  barrier  impactor  at  the  moment  of 
impact.  The  impact  plate  area  centres  shall  align  with  those  of  the  chosen  mobile 
deformable  barrier;  their  edges  shall  clear  adjacent  areas  by  20  mm.  Cell  mounting 
and  plate  surfaces  shall  be  in accordance  with  the  requirements  set out  in the annex 
to ISO  6487:1987.  In  cases  where  surface  protection  is added,  it  shall  not  degrade 
the transducer responses. 

2.2.2 

The rigid barrier  shall be either anchored  in the ground  or placed  on the ground with, 
if necessary, additional  arresting  devices to prevent  its displacement.  A rigid barrier 
with  load  cells  having  different  characteristics  but  giving  results  that  are  at  least 
equally conclusive may be used. 

3. 

PROPULSION  OF THE  MOBILE  DEFORMABLE  BARRIER 

At the moment of impact  the mobile deformable  barrier  shall  no longer  be subject  to 
the action  of any additional  steering or propelling device.  It shall  reach  the obstacle 
on a course perpendicular  to the collision  barrier.  Impact alignment shall  be accurate 
to within  10 mm. 

35 

4. 

4.1 

MEASURING  INSTRUMENTS 

Speed 

The impact speed  shall  be 35 ±2 km/h.  The  instrument  used  to  record  the speed on 
impact shall be accurate to within one per cent. 

4.2 

Loads 

Measuring instruments shall'meet the specifications  set forth  in ISO 6487:1987 

CFC for all blocks 

CAC for blocks  1  and 3 

CAC for blocks 4, 5 and 6 

CAC for block 2 

= 60 Hz 

=  120 kN 

= 60 kN 

=140kN 

4.3 

Acceleration 

The acceleration  in the longitudinal  direction  shall  be measured  at a place not  subject 
to  bending.  The  instrumentation  shall  comply  with  ISO  6487:1987  with  the 
following  specifications: 

CFC  1000 Hz (before  integration) 

CFC 60 Hz (after  integration) 

CAC 50 g 

5. 

5.1 

6. 

6.1 

GENERAL SPECIFICATION  OF BARRIER 

The  individual  characteristics  of  each  barrier  shall  comply  with  Paragraph  1  of 
Appendix 2 and shall be recorded. 

GENERAL SPECIFICATION  OF THE IMPACTOR  TYPE 

The suitability of an impactor type shall  be confirmed  when the outputs  from  the six 
load  cells  each  produce  signals  complying  with  the  requirements  indicated  in 
Paragraph  2.2 of Appendix 2 when recorded. 

6.2 

Impactors shall carry consecutive serial numbers including the date of  manufacture. 

36 

Appendix  3 

TECHNICAL  DESCRIPTION  OF THE  SIDE IMPACT  DUMMY 

1. 

1.1 

1.2 

1.3 

2. 

2.1 

GENERAL 

The  dimensions  and  masses  of  the  side  impact  dummy  represent  a  50th  percentile 
adult male, without lower arms. 

The  side  impact  dummy  consists  of  a  metal  and  plastic  skeleton  covered  by 
flesh-simulating  rubber, plastic and  foam. 

The  side  impact  dummy  prescribed  in  this  Directive,  including  the  instrumentation 
and calibration,  is described  in technical drawings and a user's manual(l) 

CONSTRUCTION 

For  an  overview  of  the  side  impact  dummy  see  Figure  1  and  Table  1  of  this 
Appendix. 

2.2. 

Head 

2.2.1 

The head is shown as part No.  1  in Figure  1  of this Appendix. 

2.2.2 

The head consists of an aluminium shell covered  by a pliable vinyl  skin.  The interior 
of the shell is a cavity accommodating triaxial accelerometers and  ballast. 

2.3 

Neck 

2.3.1 

The neck is shown as part No. 2 in Figure  1  of this appendix. 

2.3.2 

2.3.3 

The neck consists of a head/neck  interface  piece, a neck/thorax  interface  piece and a 
central  section that  links the two interfaces  to one another. 

The head/neck  interface piece (part  No. 2a) and the neck/thorax  interface  piece (part 
No.  2c)  both  consist  of  two  aluminium  disks  linked  together  by  means  of  a  half 
spherical screw and eight rubber  buffers. 

2.3.4 

The cylindrical central section  (part  No. 2b) is made of rubber. 

v1) 

Until  publication  of  appropriate  ISO  Standards  these  documents  (EUROSID-1  User's 
Manual,  dated  November  1990)  can  be  obtained  from  TNO  Road  Vehicles  Research 
Institute,  PO  Box  6033,  2600  J A  Delft.  Schoemakerstraat  97,  2628  VK  Delft,  The 
Netherlands. 

37 

2.3.5 

2.3.6 

The  neck  is  mounted  on  the  neck-bracket,  shown  as  part  No. 3  in  Figure  1 of  this 
appendix. 

The  angle  between  the  two  faces  of  the  neck-bracket  is  25  degrees.  Because  the 
shoulder  block  is inclined  5 degrees backwards, the resulting angle between  the neck 
and torso is 20 degrees. 

2.4 

Shoulder 

2.4.1 

The shoulder is shown as part No. 4 in Figure  1  of this appendix. 

2.4.2 

The shoulder consists of a shoulder block, two clavicles and a shoulder cap. 

2.4.3 

2.4.4 

The  shoulder  block  (part  No.  4a)  consists  of  an  aluminium  spacer  block,  an 
aluminium plate on top and an aluminium plate on the bottom of the spacer block. 

The clavicles (part No. 4b) are  made of polypropylene.  The clavicles  are held  back 
in their  neutral  position  by two elastic  cords  (part  No. 4c)  which  are  clamped  to the 
rear of the shoulder  block.  The outer  edge of both  clavicles  accommodates  a design 
allowing for standard arm positions. 

2.4.5 

The  shoulder  cap  (part  No.  4d)  is  made  of  low-density  polyurethane  foam  and  is 
attached to the shoulder block. 

2.5 

Thorax 

2.5.1 

The thorax  is shown as part No. 5 in Figure I of this appendix. 

2.5.2 

The thorax consists of a rigid thoracic spine box and three identical rib modules. 

2.5.3 

The  thoracic  spine  box  (part  No.  5a)  is  made  of  steel.  On  the  rear  surface  a 
lead-filled  plastic back plate is mounted (part No. 5b). 

2.5.4 

The top surface  of the thoracic spine box is inclined 5 degrees backwards. 

2.5.5 

A  rib  module  (part  No.  5c)  consists  of  a  steel  rib  covered  by  a flesh-simulating 
polyurethane foam  (part No. 5d), a piston-cylinder assembly (part No. 5e) linking the 
rib  and  spine  box  together,  a  hydraulic  damper  (part  No.  5f)  and  a  stiff  damper 
spring (part No. 5g). 

2.5.6 

In the piston-cylinder assembly is a tuning spring (part No. 5h). 

2.5.7 

A  displacement  transducer  (part  No.  5i)  can  be  mounted  on  the  front  face  of  the 
cylinder and connected to the inside of the rib. 

2.6 

Arms 

2.6.1 

The arms are shown as part No. 6 in Figure  1  of this Appendix. 

2.6.2 

The amis have a plastic skeleton covered  by a polyurethane  "flesh"  and a PVC skin. 

38 

2.6.3 

The  shoulder/arm joint  allows  for  discrete  arm  positions  at  0°,  40°  and  90°  to  the 
torso line. 

2.6.4 

The shoulder/arm joint allows for a flexion/extension rotation only. 

2.7 

Lumbar spine 

2.7.1 

The lumbar spine is shown as part No. 7 in Figure  1  of this Appendix. 

2.7.2 

The lumbar spine consists of a solid  rubber cylinder with two steel  interface  plates at 
each end, and a steel cable inside the cylinder. 

2.8 

Abdomen 

2.8.1 

The abdomen  is shown as part No. 8 in Figure  I of this appendix. 

2.8.2 

The abdomen consists of a metal casting and a polyurethane foam  covering. 

2.8.3 

2.8.4 

2.8.5 

The central  part  of the abdomen  is a  metal  casting  (part  No. 8A).  A cover  plate  is 
mounted on top of the casting. 

The covering  (part No.  8b)  is made of polyurethane  foam.  A curved  slab  of  rubber 
filled  with lead-pellets  is integrated  in the foam  covering at both sides. 

Between  the foam  covering  and  the  rigid  casting  at  each  side of the abdomen,  either 
three  force  transducers  (part  No.  8c)  or  three  non-measuring  "dummy"  units  can  be 
mounted. 

2.9 

Pelvis 

2.9.1 

The pelvis is shown as part  No. 9 in Figure  1  of this Appendix. 

2.9.2 

2.9.3 

The  pelvis  consists  of  a  sacrum  block,  two  iliac  wings,  two  hip joints  and  a  foam 
covering. 

The sacrum (part No. 9a) consists of a lead-filled  aluminium block and an aluminium 
plate mounted on top of this block. 

2.9.4 

The iliac wings (part No. 9b) are made of polyurethane. 

2.9.5 

2.9.6 

The hip joints  (part No.  9c) are made of steel.  They  consist  of an  upper  femur  part 
and a ball joint connected to an axle passing through the dummy's  H-point. 

The flesh system  (part  No. 9d) is made of a PVC skin filled with polyurethane  foam. 
At  the  H-point  location  the skin  is  replaced  by a  large  open-cell  polyurethane  foam 
cylinder  (part  No. 9e),  attached  to  a-steel" plate  fixed  on  the  iliac  wing  by  an  axle 
going through the ball joint. 

2.9.7 

The iliac wings are linked together at the pubic symphysis by a force  transducer  (part 
No. 9f) or a "dummy" transducer. 

2.10 

Legs 

39 

2.10.1 

The legs are shown as part No.  10 in Figure  1  of this Appendix. 

2.10.2 

The  legs  consist  of  a  metal  skeleton  covered  by  a  flesh-stimulating  polyurethane 
foam  and a plastic skin. 

2.10.3 

The knee and ankle joints allow for a flexion/extension  rotation only. 

2.11 

Suit 

2.11.1 

The suit is shown as part No.  11 in Figure  1  of this Appendix. 

2.11.2 

The suit  is made of rubber and covers the shoulders, thorax,  upper part of the arms, 
the abdomen and lumbar spine, the upper part of the pelvis. 

40 

Figure 1 

CONSTRUCTION  OF SIDE IMPACT DUMMY 

41 

Table  1  - Side Impact  Dummy Components 

Part  No. 

Description 

Number 

I 
I 
1 
1 
1 
1 
1 
1 
2 
2 
1 
1 
1 
1 
3 
3 
3 
3 
3 
3 
3 
2 

1 
2 
2a 
2b 
2c 
3 
4 
4a 
4b 
4c 
4d 
5 
5a 
5b 
5c 
5d 
5e 
5f 
5g 
5h 
5i 
6 
7 
8 
8a 
8b 
8c 
9 
9a 
9b 
9c 
9d 
9e 
9f 
10 
11 

Head 
Neck 
Head/neck  interface 
Central section 
Neck/thorax  interface 
Neck-bracket 
Shoulder 
Shoulder block 
Clavicles 
Elastic cord 
Shoulder cap 
Thorax 
Thoracic spine 
Back plate 
Rib module 
Rib covered with flesh 
Piston-cylinder assembly 
Damper 
Damper spring 
Tuning spring 
Displacement  transducer 
Arm 
Lumbar spine 
Abdomen 
Central  casting 
Flesh covering 
Force transducer 
Pelvis 
Sacrum block 
Iliac wing 
Hip joint 
Flesh covering 
H-point foam  block 
Force transducer 
Leg 
Suit 

42 

3 

3.1 

ASSEMBLY OF THE  DUMMY 

Head-neck 

3.1.1 

The required torque on the half spherical screws for assembly of the neck is  10 Nm. 

3.1.2 

The head is mounted to the head-neck  interface plate of the neck by three screws. 

3.1.3 

The  neck-thorax  interface  plate of  the  neck  is  mounted  to  the  neck-bracket  by  four 
screws. 

3.2 

Neck-shoulder-thorax 

3.2.1 

The neck-bracket is mounted to the shoulder block by four screws. 

3.2.2 

The shoulder-block  is mounted  to the top-surface  of the thoracic spine  box  by  three 
screws. 

3.3 

Shoulder-arm 

3.3.1 

The  arms  may  be  mounted  to  the  shoulder  clavicles  and  adjusted  by  means  of  a 
screw  and  a  bearing.  The  required  torque  to hold  the  arm  in  the  defined  standard 
position is 0.6 Nm. 

3.4 

Thorax-lumbar  spine-abdomen 

3.4.1 

A lumbar  spine adaptor  is mounted  by  two  screws  to the  lower  part  of the thoracic 
spine. 

3.4.2 

The lumbar spine adaptor is mounted to the top of the lumbar spine by two screws. 

3.4.3 

The top flange  of the central abdominal  casting  is clamped  between  the lumbar  spine 
adaptor and the lumbar spine. 

3.5 

Lumbar spinc-pelvis-legs 

3.5.1 

The lumbar spine is mounted to the lumbar spine bottom plate by three screws. 

3.5.2 

The lumbar spine bottom plate is mounted  to the sacrum  block of the pelvis by three 
screws. 

3.5.3 

The legs are mounted to the upper femur - hip joint of the pelvis by a screw. 

3.5.4 

The  legs  may  be assembled  and  adjusted  by  means  of hinge joints  in the  knees  and 
ankles. 

4. 

4.1 

MAIN  CHARACTERISTICS 

Mass 

4.1.2 

"  The  masses  of  the  main  dummy  components  are  presented  in  Table 2  of  this 

Appendix. 

43 

Table 2 - Dummy Component  Masses 

Component 

Mass* (kel 

Principal  Contents 

Head 

Neck 

4.0 ±0.4 

Complete head including triaxial  accelerometer 

1.0 ±0.1 

Neck, not including neck-bracket 

Thorax 

22.4 ± 1.5 

Neck  bracket,  shoulders, arm_ attachment  bolts,  spine 
box.  spine  back  plate,  rib  modules,  rib  deflection 
transducers,  lumbar  spine  adaptor,  shoulder  cap, 
abdomen  central  casting,  abdomen  force  transducers, 
2/3 of suit. 

Arm 

1.3 ±0.1 

Upper arm, including arm positioning plate (each) 

Abdomen 

5.0 ± 0.5 

Abdomen flesh covering and lumbar spine 

Pelvis 

12.0 ±1.0 

Sacrum  block,  lumbar  spine  bottom  plate,  hip  ball 
joints,  upper 
force 
transducer, pelvis flesh covering,  1/3 of suit. 

iliac  wings,  pubic 

femurs, 

Leg 

12.5 ±1.0 

Foot, lower and upper  leg and flesh  as far  as junction 
with upper femur (each). 

Total 

72.0 ±0.5 

4.2. 

Principal dimensions 

4.2.1. 

The  principal  dimensions  of  the  side  impact  dummy  (including  the  suit),  based  on 
Figure 2 of this appendix, are given in Table 3 of this appendix. 

44 

Figure 2 -  Measurements for  principal dummy dimensions 

(see Table 3) 

45 

Table 3 - Principal Dummy Dimensions 

No. 

Parameter 

Dimension (mm) 

I 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

Sitting height 

Seat to shoulder joint 

Seat to bottom lower rib 

Seat to arm 

Seat to H-point 

Sole to seat, sitting 

H-point to head C.of.G. 

H-point to centre upper rib 

H-point to centre middle rib 

H-point to centre lower rib 

H-point to centre abdominal force transducer 

H-point to centre pubic symphysis force transducer 

Head width 

Shoulder/arm width 

Thorax width 

Abdomen width 

Pelvis width 

Neck diameter 

Head depth 

Thorax depth 

Abdomen depth 

Pelvis depth 

Back of buttocks to H-point 

Back of buttocks to front  knee 

904  ±7 

557 ± 5 

357 ± 5 

242  ±5 

98 ± 2 

456 ± 5 

687 ± 5 

393 ± 3 

337 ± 3 

281  ±3 

180 ± 3 

14 ± 2 

154  ±2 

482± 5 

330± 5 

290 ± 5 

355 ± 5 

80 ± 2 

201 ± 5 

276 ± 5 

204 ± 5 

245 ± 5 

157 ± 2 

610 ± 5 

5 

5.1 

5.1.1 

5.1.2 

CERTIFICATION  OF THE  DUMMY 

Impact side 

Depending on the vehicle side to be impacted, dummy parts should  be certified  on the 
left hand side or right hand side. 

The  configurations  of  the  rib  modules  (including  instrumentation),  the  abdominal 
force  transducers  and  the  pubic  symphysis  transducer  have  to  be  converted  to  the 
required impact side. 

5.2 

Instrumentation 

All  instrumentation  shall  be  calibrated  in  compliance  with  the  requirements  of  the 
documentation  specified  in Paragraph  1.3. 

5.2.1 

All instrumentation  channels shall comply with  ISO 6487  : 1987. 

5.3 

Visual check 

5.3.1 

All dummy parts should  be visually checked for  damage and  if necessary  be replaced 
before the certification  test. 

5.4 

General test set-up 

5.4.1 

5.4.2 

5.4.3 

Figure 3 of this Appendix  shows  the test  set-up  for  all  certification  tests  on  the side 
impact dummy. 

The tests on the head, neck, thorax and  lumbar spine are carried  out on disassembled 
parts of the dummy. 

The  tests  on  the  shoulder,  abdomen  and  pelvis  are  performed  with  the  complete 
dummy  (without  suit).  In these tests the dummy  is seated  on a flat surface  with two 
sheets of less than or equal  to 2 mm thick  Teflon  placed  between the dummy  and the 
surface. 

5.4.4 

All  parts  to  be certified  should  be kept  in the test  room  for  a  period  of  at  least  four 
hours at a temperature between  18°C and 22°C prior to a test. 

5.4.5 

The time between two repeated certification  tests should be at least 30 minutes. 

5.5 

Head 

5.5.1 

The head is dropped from  200 ±  1  mm onto a flat, rigid impact  surface. 

5.5.2 

5.5.3 

The angle between the impact  surface  and  the midsagittal  plane  of the head  is  35° ± 
1° allowing an impact of the upper-side of the head. 

The  peak  resultant  head  acceleration,  filtered  using  CFC  1000,  should  be  between 
100 g and  150 g. 

47 

5.5.4 

The  head  performance  can  be  adjusted  to  meet  the  requirement  by  altering  the 
friction  characteristics  of  the  flesh-skull  interface  (e.g.  by  lubrication  with  talcum 
powder or PTFE spray). 

5.6 

Neck 

5.6.1 

5.6.2 

5.6.3 

5.6.4 

5.6.5 

5.6.6 

5.6.7 

5.6.8 

The head-neck  interface of the neck is mounted  to a  special  symmetrical  certification 
headform  with a mass of 3.9 ± 0.05 kg (see Figure 4). 

The  headform  and  neck  are  mounted  upside-down  to the  bottom  of  a  neck-bending 
pendulum allowing a lateral motion of the system. 

The  neck-pendulum  is  equipped  with  a  uniaxial  accelerometer  mounted  at  1655 ± 
5 mm from  the pendulum pivot. 

The neck-pendulum  should  be allowed  to  fall  freely  from  a height  chosen to achieve 
an impact velocity of 3.4 ± 0.1 m/s measured at the accelerometer  location. 

The  neck-pendulum  is  decelerated  from  impact  velocity  to  zero  by  an  appropriate 
device, resulting in a deceleration-time history  inside the corridor specified  in figure 5 
of this  annex.  All  channels  have  to  be  recorded  using  ISO  CFC  1000  filters  and 
filtered  digitally using CFC 60. 

The  maximum  headform  flexion  angle  relative  to  the  pendulum  should  be  51  +5 
degrees and should occur between 50 and 62 ms. 

The  maximum  headform  centre  of  gravity  displacements  in  the  lateral  and  vertical 
direction should be 97 ±  10 mm and 26 ± 6 mm respectively. 

The neck  performance  can  be adjusted  by replacing  the circular  section  buffers  with 
buffers  of a different  shore hardness. 

5.7 

Shoulder 

5.7.1 

5.7.2 

5.7.3 

5.7.4 

5.7.5 

The length of the elastic cord  should  be adjusted  so that a force  between  27.5 N and 
32.5 N applied in a forward  direction 4 ±  I mm from  the outer edge of the clavicle in 
the same plane as the clavicle movement, is required to move the clavicle  forward. 

The dummy  is seated  on a  flat,  horizontal,  rigid  surface  with  no back  support.  The 
thorax  is  positioned  vertically  and  the  arms  should  be  set  at  an  angle  of  40°  ±  2° 
forward  to the vertical.  The legs are positioned  horizontally. 

The  impactor  is  a  pendulum  of  23.4 ±  0.2  kg  and  152  ±  2 mm  diameter.  The 
impactor  is suspended  from  a  rigid  support  by four  wires with  the centre  line of the 
impactor at least 3.5 m below the rigid support. 

The  impactor  is equipped  with  an  accelerometer  sensitive  in  the  direction  of  impact 
and located on the impactor axis. 

The  impactor  should  freely  swing  onto  the  shoulder  of  the  dummy  with  an  impact 
velocity of 4.3 ± 0.1 m/s. 

5.7.6 

5.7.7 

The impact direction  is perpendicular  to the anterior-posterior  axis of the dummy and 
the axis of the impactor coincides with the axis of the upper arm pivot. 

The  peak  acceleration  of  the  impactor,  filtered  using  CFC  180,  should  be  between 
7.5 and  10.5 g. 

5.8 

Arms 

5.8.1 

No dynamic certification  procedure is defined  for the arms. 

5.9 

Thorax 

5.9.1 

Each rib module is certified  separately. 

5.9.2 

5.9.3 

5.9.4 

5.9.5 

5.9.6 

The  rib  module  is. positioned  vertically  in  a  drop  test  rig  and  the  rib  cylinder  is 
clamped rigidly onto the rig. 

The  impactor  is a  free  fall  mass  of  7.8 ±  0.2  kg  with  a  flat  face  and  a  diameter  of 
150 ±2  mm. 

The  centre  line  of  the  impactor  should  be  aligned  with  the  centre  line  of  the  rib's 
piston. 

The  impact  velocity  is  1.0,  2.0,  3.0  and  4.0 m/s  respectively. 
should not vary from  those specified  by more than 2 %. 

Impact  velocities 

The  rib  displacement  should  be  measured,  for  instance  using  the  rib's  own 
displacement  transducer. 

5.9.7 

The rib certification  requirements are shown  in Table 4 of this Annex. 

5.9.8 

The  performance  of  the  rib  module  can  be  adjusted  by  replacing  the  tuning  spring 
inside the cylinder with one of a different  stiffness. 

Table 4-  Certification  requirements for the full  rib module 

Impact velocity (m/s) 

Displacement (mm) 

Minimum 

Maximum 

1.0 

2.0 

3.0 

4.0 

10.0 

23.5 

36.0 

46.0 

49 

14.0 

27.5 

40.0 

51.0 

5.10 

Lumbar spine 

5.10.1 

5.10.2 

5.10.3 

5.10.4 

5.10.5 

5.10.6 

5.10.7 

5.10.8 

The lumbar spine is mounted to the special symmetrical certification  headform  with a 
mass of 3.9 ± 0.05 kg (see Figure 4). 

The  headform  and  lumbar  spine  are  mounted  upside-down  to  the  bottom  of  a 
neck-bending pendulum allowing a lateral motion of the system. 

The  neck-pendulum  is  equipped  with  a  uniaxial  accelerometer  mounted  at  1655 ± 
5 mm from the pendulum pivot. 

The neck-pendulum  should  be allowed  to fall  freely  from  a  height chosen to achieve 
an impact velocity of 6.05 ± 0.1 m/s measured at the accelerometer  location. 

The  neck-pendulum  is  decelerated  from  impact  velocity  to  zero  by  an  appropriate 
device,  resulting  in  a  deceleration-time  history  inside  the  corridor  specified  in 
Figure 6 of this annex.  All channels  have to be recorded  using  ISO 6487  CFC  1000 
filters  and filtered  digitally using CFC 60. 

The  maximum  headform  flexion  angle  relative  to  the  pendulum  should  be  50  ±5 
degrees and should occur between 39 and 53 ms. 

The  maximum  headform  centre  of  gravity  displacements  in  the  lateral  and  vertical 
direction should be  104 ± 7 mm and 33 ± 7 mm respectively. 

The perfonnance  of the lumbar  spine can  be adjusted  by  changing  the  length  of the 
spine. 

5.11 

Abdomen 

5.11.1 

The dummy  is  seated  on a flat,  horizontal,  rigid  surface  with  no back  support.  The 
thorax is positioned  vertically, while the arms and legs are positioned  horizontally. 

5.11.2 

The impactor is a pendulum of 23.5 ± 0.2 kg and  152 ± 2 mm diameter. 

5.11.3 

5.11.4 

5.11.5 

5.11.6 

The  pendulum  is  equipped  with  a  horizontal  "armrest"  impactor  face  of  1.0 ± 
0.01 kg.  The total mass of the impactor with the armrest  face  is 24.5 ± 0.2 kg.  The 
rigid  armrest  is  70 ±  1  mm  high,  150 ±  1  mm  wide  and  should  be  allowed  to 
penetrate  at  least  60 mm  into  the  abdomen.  The  centre  line  of  the  pendulum 
coincides with the centre of the armrest. 

The  impactor  is equipped  with  an  accelerometer  sensitive  in the  direction  of  impact 
and located on the impactor axis. 

The  impactor  should  freely  swing  onto  the  abdomen  of  the  dummy  with  an  impact 
velocity of 6.3 ± 0.1 m/s. 

The impact direction  is perpendicular  to the anterior-posterior  axis of the dummy and 
the axis of the impactor is aligned with the centre of the middle force  transducer. 

50 

5.11.7 

5.11.8 

The  peak  force  of  the  impactor,  obtained  from  the  impactor  acceleration  filtered 
using CFC  180 and multiplied  by the  impactor/armrest  mass, should  be between  9.5 
and  11.1 kN, and occur between 9.8 and  11.4 ms. 

The force-time  histories  measured  by the three abdominal  force  transducers  must  be 
summed and filtered using CFC 600.  The peak force  of this sum should  be between 
5.9 and 7.9 kN. 

5.12 

Pelvis 

5.12.1 

The dummy  is seated  on a flat,  horizontal,  rigid  surface  with  no back  support.  The 
thorax is positioned vertically while the arms and legs are positioned  horizontally. 

5.12.2 

The impactor is a pendulum of 23.5 ± 0.2 kg and  152 ± 2 mm diameter. 

5.12.3 

5.12.4 

5.12.5 

5.12.6 

The  impactor  is equipped  with  an  accelerometer  sensitive  in the  direction  of  impact 
and located on the impactor axis. 

The  impactor  should  freely  swing  onto  the  pelvis  of  the  dummy  with  an  impact 
velocity of 4.3 ± 0.1 m/s. 

The impact direction  is perpendicular  to the anterior-posterior  axis of the dummy and 
the axis of the impactor  is aligned with the centre of the H-point foam  cylinder. 

The  peak  force  of  the  impactor,  obtained  from  the  impactor  acceleration  filtered 
using  CFC  180  and  multiplied  by  the  impactor  mass,  should  be  between  4.4  and 
5.4 kN, and occur between  10.3 and  15.5 ms. 

5.12.7 

The  pubic  symphisis  force,  filtered  using  CFC 600,  should  be  between  1.04  and 
1.64  kN and occur between 9.9 and  15.9 ms. 

5.13 

Legs 

5.13.1 

No dynamic certification  procedure is defined  for the legs.. 

51 

Figure 3 - OVERVIEW OF THE SIDE IMPACT DUMMY CERTIFICATION  TEST  SET-UP 

Figure 4 - NECK  AND LUMBAR SPINE CERTIFICATION  TEST  SET-UP 

r-^tt 
1 

^^  MOTION 

DIRECTION OF 

f^H^P\ 
r-lf^ 

r 

PART 572 
.^NECK  BENDING 
PENDULUM 

BOTTOM 
PLATE 

NECK OR 
LUMBAR^ 
SPINE 

" T^ 

MOUNTING 
BASE 

y-

...i.,, 

0 
213 
mm 

m 

EUROSID 1 
HEADFORM 

52 

Figure 5 - PENDULUM  DECELERATION-TIME  CORRIDOR  FOR NECK 
CERTIFICATION  TEST 

[0.9,0.0) 

(11.3,-37.0) 

Figure 6 -  PENDULUM DECELERATION-TIME  CORRIDOR  FOR LUMBAR SPINE 

CERTIFICATION  TEST 

(0.0,1.0) 

5 

10 

15 

20 

25 

30 

t, ms 

(26.6,o'.0/(31.8,0.0) 

(27.2,-21.1) 

53 

Appendix 4 

INSTALLATION  OF THE SIDE IMPACT DUMMY 

1. 

1.1 

2. 

2.1 

2.2 

2.3 

2.4 

2.5 

2.6 

2.7 

2.8 

GENERAL 

The  side  impact  dummy  to  be  used  for  the  following  installation  procedure  is 
described in Appendix 3 of Annex II to this Directive. 

INSTALLATION 

Adjust  the leg joints  so that they just support  the leg when  it  is extended  horizontally 
( l t o 2 g ). 

Clothe  the  dummy  in  form-fitting  cotton  stretch  underwear  with  short  sleeves  and 
mid-calf length trousers.  Each foot  is equipped with a shoe. 

Place the dummy  in the outboard  front  seat  of the  impacted  side as  described  in the 
side impact test procedure  specification. 

The plane of symmetry of the dummy shall coincide with the vertical  median plane of 
the specified  seating position. 

The pelvis of the dummy  shall  be positioned  such  that a  lateral  line passing  through 
the dummy H-points is perpendicular to the longitudinal centre plane of the seat.  The 
line through the dummy H-points  shall  be horizontal  with a maximum  inclination  of 
± 2 degrees. 

The  upper  torso  shall  be  bent  forward  and  then  laid  back  firmly  against  the  seat 
back.  The shoulders of the dummy shall be set fully  rearward. 

Irrespective  of the seating  position  of  the  dummy,  the  angle  between  the  upper  arm 
and  the  torso  arm  reference  line  on  each  side  shall  be  40°  ± 5 °.  The  torso  arm 
reference  line is_defined  as the intersection  of the plane tangential  to the front  surface 
of the ribs and the longitudinal vertical plane of the dummy containing the arm. 

For  the  driver's  seating  position,  without  inducing  pelvis  or  torso  movement,  place 
the right foot of the dummy on the undepressed accelerator pedal with the heel resting 
as  far  forward  as  possible  on  the  floorpan.  Set  the  left  foot  perpendicular  to  the 
lower  leg  with  the  heel  resting  on  the  floorpan  in  the  same  lateral  line  as  the  right 
heel.  Set the knees of the dummy  such  that  their  outside  surfaces  are  150 ±  10 mm 
from  the plane of symmetry of the dummy.  If possible within these constraints  place 
the thighs of the dummy in contact with the seat cushion. 

54 

2.9 

For  other  seating  positions,  without  inducing  pelvis  or  torso  movement,  place  the 
heels of the dummy  as  far  forward  as possible  on the floorpan without  compressing 
the  seat  cushion  more  than  the  compression  due  to  the  weight  of  the  leg.  Set  the 
knees of the dummy such that their outside surfaces  are  150 ±  10 mm from  the plane 
of symmetry of the dummy. 

55 

Appendix 5 

PARTIAL  TEST 

1. 

PURPOSE 

The purpose of these tests  is to verify  whether the modified  vehicle presents  at  least 
the same (or better) energy absorption  characteristics than the vehicle type  approved 
under this Directive. 

2. 

2.1 

2.1.1 

2.1.1.1 

PROCEDURES AND INSTALLATIONS 

Reference tests 

Using the initial padding materials tested during the approval  of the vehicle, mounted 
in a new lateral  stnicture  of the vehicle to be approved,  two dynamic  tests,  utilising 
two different  impactors shall be carried out (Figure  1). 

The  head  form  impactor,  defined  in  Paragraph  3.1.1,  shall  hit  at  24.1  km/h,  in the 
area impacted for the EUROSID head during the approval of the vehicle.  Test  result 
shall  be  recorded,  and  the  HPC  calculated.  However,  this  test  shall  not  be  carried 
out when, during the tests described in Appendix  1  of Annex  II to this Directive: 

there has been no head contact, or 

the head contacted the window glazing only, provided  that  the window glazing is 
not laminated glass. 

2.1.1.2 

The  body  block  impactor,  defined  in  Paragraph  3.2.1,  shall  hit  at  24.1  km/h  in  the 
lateral  area  impacted  by  the  EUROSID  shoulder,  arm  and  thorax,  during  the 
approval of the vehicle.  Test result shall be recorded, and the HPC  calculated. 

2.2 

Approval test 

2.2.1 

Using the new padding materials, seat, etc. presented  for  the approval  extension, and 
mounted  in  a  new  lateral  structure  of  the  vehicle,  tests  specified  in  Paragraphs 
2.1.1.1  and  2.1.1.2,  shall  be  repeated,  the  new  results  recorded,  and  their  HPC 
calculated. 

2.2.1.1 

If the HPC calculated from  the results of both approval  tests are lower than the HPC 
obtained  during  the  reference  tests  (carried  out  using  the  original  type  approved 
padding materials or seats), the extension shall be granted. 

2.2.1.2 

If the new HPC  are greater  than  the  HPC  obtained  during  the  reference  tests, a new 
full  scale test (using the proposed padding/seats/etc.)  shall  be carried out. 

56 

3. 

3.1 

3.1.1 

3.1.2 

TEST  EQUIPMENT 

Head form  impactor (Figure 1) 

This  apparatus  consists  of a  fully  guided  linear  impactor,  rigid,  with  a  mass  of  6.8 
kg.  Its impact surface  is hemispherical with a diameter of  165 mm. 

The head form  shall be fitted  with two accelerometers and a speed-measuring device, 
all capable of measuring values in the impact direction. 

3.2 

Body block impactor (Figure 1) 

3.2.1 

3.2.2 

This apparatus consists of a fully guided linear impactor, rigid, with a mass of 30 kg. 
Its dimensions and transversal  section  is presented  in Figure  1. 

The  body  block  shall  be  fitted  with  two  accelerometers  and  a  speed-measuring 
device, all capable of measuring values in the impact direction 

Figure 

TEST 
mm BENCH 

57 

IMPACT STATEMENT ON COMPETITIVENESS AND JOBS 

Draft  Council and Parliament Directive introducing provisions for the side-impact 
resistance of motor vehicles and amending directive 70/156/EEC in respect of the type 
approval of motor vehicles and their trailers. 

I. 

What is the main justification  of the measure? 

the reduction in serious and fatal  injuries sustained by occupants of motor 
vehicles and the harmonisation of national laws. 

II. 

Characteristics  of the companies involved.  More particularly: 

Do they include a large number of small and medium-sized  businesses? 

No 

Are there any significant  concentrations in regions: 

eligible for Member State regional aid? 

eligible under the European Regional Development  Fund? 

No 

No 

III.  What obligations are imposed on those companies? 

To  incorporate  modifications  to  the  side  structure  of  new  vehicle  designs  to 
withstand the impacting forces  envisaged in this test procedure. 

IV.  What obligations are likely to be imposed indirectly upon those companies 

via the local authorities? 

No additional obligation. 

V. 

Do any special  measures apply to small and medium-sized  businesses? No 

VI.  What is the foreseeable  outcome: 

on company productivity? 

No foreseeable  effect. 

on jobs? 

No foreseeable  effect. 

VII.  Have both sides of industry  been consulted? 

Yes 

Opinion of both sides of industry: 

Subject to appropriate lead times, industry 
could accept these measures. 

58 

ISSN 0254-1475 

COM(94) 519 final 

i 
4  . 

DOCUMENTS 

EN 

07 

Catalogue number : CB-CO-94-692-EN-C 

ISBN 92-77-84269-5 

Office for Official Publications Of the European Communities 

L-2985 Luxembourg 

59